U.S. patent application number 10/563349 was filed with the patent office on 2006-08-31 for marine payload handling craft and system.
Invention is credited to Robert Joseph Murphy.
Application Number | 20060191457 10/563349 |
Document ID | / |
Family ID | 34392900 |
Filed Date | 2006-08-31 |
United States Patent
Application |
20060191457 |
Kind Code |
A1 |
Murphy; Robert Joseph |
August 31, 2006 |
Marine payload handling craft and system
Abstract
A marine handling craft and system is intended for use in
deploying, inspecting and receiving vessels and payloads to and
from locations on, under, over or near water and wet soils in
potentially turbulent aquatic or atmospheric conditions. The marine
handling craft may operate as a robot, or deployed from a crane or
boom on a mother ship or other platform or helicopter so that it
can transport and mate and dock at various locations, such as
supply ships or autonomous marine vessels, at a stand off distance
to limit potential harm to valuable assets. A sliding fastener and
track are included on the marine handling craft so that it can be
tethered and lifted by a single line or cable, and so can be
manipulated by a single crane or helicopter. The utility of the
handling craft is not limited to the transport of payloads and it
may function as a stand-alone vessel for various remote sensing
purposes. Smart communication between the marine handling craft and
other vessels or other nodes in a distributed computer network
facilitates simultaneous, hierarchical and multi-tasking control of
the craft and permits verification and inspection of payloads,
which might otherwise cause damage when proximate to more valuable
assets.
Inventors: |
Murphy; Robert Joseph; (West
Palm Beach, FL) |
Correspondence
Address: |
ROBERT W PITTS
PO BOX 11483
WINSTON-SALEM
NC
27116-1483
US
|
Family ID: |
34392900 |
Appl. No.: |
10/563349 |
Filed: |
June 14, 2004 |
PCT Filed: |
June 14, 2004 |
PCT NO: |
PCT/US04/19042 |
371 Date: |
January 3, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60484753 |
Jul 3, 2003 |
|
|
|
Current U.S.
Class: |
114/253 |
Current CPC
Class: |
B63B 23/30 20130101;
B63B 23/40 20130101; B63B 35/40 20130101; B63B 23/00 20130101; B63B
27/10 20130101; B63B 2035/008 20130101; B63B 27/36 20130101; B63B
21/04 20130101 |
Class at
Publication: |
114/253 |
International
Class: |
B63B 21/56 20060101
B63B021/56 |
Claims
1. A marine handling craft tetherable to a mother vessel, the
marine handling craft being matable with a smaller marine payload
for raising and lowering the smaller marine payload to and from the
mother vessel, the marine handling craft including a track
extending above a compartment into which the marine payload can
enter and exit and at least one attachment block traveling along
the track and attachable to a tether extending from the mother
vessel so that a smaller marine payload, when mated with the marine
handling craft, can be raised and lowered to and from the mother
vessel.
2. The marine handling craft of claim 1 wherein the attachment
block can be positioned above a combined center of gravity of the
smaller marine payload on the marine handling craft.
3. The marine handling craft of claim 2 wherein the marine payload
comprises a smaller vessel and the position of the attachment block
can be controlled from the smaller vessel or other networked
locations.
4. The marine handling craft of claim 2 including a locking device
for securing the smaller marine payload to the marine handling
craft.
5. The marine handling craft of claim 1 wherein the track extends
from the bow of the marine handling craft aft above the
compartment, and the attachment block travels from a position
adjacent the bow for towing to a position above a combined center
of gravity of the smaller marine payload and the marine handling
craft.
6. The marine handling craft of claim 1 wherein the marine handling
craft includes variably-buoyant members flanking the compartment in
which the smaller marine payload is received.
7. The marine handling craft of claim 1 wherein the marine handling
craft includes an onboard computer programmed to maneuver the
marine handling craft relative to the mother vessel.
8. The marine handling craft of claim 1 wherein the marine handling
craft includes pontoons located on opposite sides of a compartment
in which the smaller marine payload can be mounted on the marine
handling craft, the buoyancy of the marine handling craft being
adjustable for mating with the smaller marine payload.
9. A marine handling craft for use in transferring payloads
including cargo, supplies, equipment and personnel to and from a
ship, the marine handling craft being deployable from the ship
fore, aft and to either side of the ship, the marine handling craft
including a track to which a tether can be fastened at different
positions fore and aft on the marine handling craft to tether the
marine handling craft to a single crane on the ship, the marine
handling craft being dockable to and undockable from an auxiliary
vessel so that when docked, the marine handling craft and the
auxiliary vessel can be raised to and lowered from the ship by the
single crane.
10. The marine handling craft of claim 9 wherein attachment block
means are traversable along the track, the attachment block means
being attachable to the tether.
11. The marine handling craft of claim 9 wherein the track extends
from the bow of the marine handling craft aft toward the stern of
the marine handling craft, the track extending above a compartment
into which the an auxiliary vessel is received for docking.
12. The marine handling craft of claim 9 wherein a tether is
attachable at any location on the track corresponding to a position
above a center of gravity of the marine handling craft docked to
the auxiliary vessel.
13. A marine handling craft for use with a primary platform and
with an auxiliary vessel, the marine handling craft being
deployable at a distance from the primary platform, wherein: the
marine handling craft is maneuverable relative to both the primary
platform and to the auxiliary vessel and is mateable with the
auxiliary vessel at a distance from the primary platform; and the
marine handling craft includes electronic data communication
apparatus, the marine handling craft transmitting and receiving
data to and from the primary platform and the auxiliary vessel to
facilitate mating and docking of the auxiliary vessel with the
marine handling craft and to coordinate movement of the marine
handling craft relative to the primary platform so that the
auxiliary vessel can be deployed and captured by the marine
handling craft at a distance from the primary platform.
14. The marine handling craft of claim 13 wherein the marine
handling craft is maneuverable relative to a mother ship comprising
the primary platform.
15. The marine handling craft of claim 13 wherein the marine
handling craft is maneuverable relative to an aircraft comprising
the primary platform.
16. The marine handling craft of claim 13 wherein the marine
handling craft is maneuverable relative to a helicopter comprising
the primary platform.
17. The marine handling craft of claim 13 wherein the marine
handling craft is maneuverable relative to a dock comprising the
primary platform.
18. The marine handling craft of claim 13 wherein the marine
handling craft is maneuverable relative to a subsurface vessel
comprising the primary platform.
19. The marine handling craft of claim 14 wherein the marine
handling craft includes an onboard computer, electronically
communicable with the mother ship and with the auxiliary
vessel.
20. The marine handling craft of claim 19 wherein the computer
onboard the marine handling craft is programmed to control relative
movement of the marine handling craft, the auxiliary vessel and the
mother ship.
21. The marine handling craft of claim 20 wherein sensors on the
marine handling craft, communicable with the computer onboard the
marine handling craft, monitor the relative positions of the marine
handling craft, the auxiliary vessel and the mother ship.
22. The marine handling craft of claim 14 wherein the marine
handling craft is powered for maneuverability independent of the
mother ship and the auxiliary vessel.
23. The marine handling craft of claim 22 wherein the marine
handling craft includes a detachable lock mateable with a
complementary lock on the auxiliary vessel for docking the
auxiliary vessel to the marine handling vessel.
24. The marine handling craft of claim 14 wherein the buoyancy of
the marine handling craft is adjustable so that the marine handling
craft can mate with surface and subsurface auxiliary vessels or
other payloads.
25. The marine handling craft of claim 14 including sensors on the
marine handling craft for verifying the condition of payloads on
the auxiliary vessel when mated to the marine handling craft at a
standoff distance from the mother ship to prevent hazardous
payloads from being brought too close to the mother ship.
26. A marine handling craft for use with a primary platform to load
an object located in a body of water onto the primary platform, the
marine handling craft being deployable at a stand off distance from
the primary platform, wherein: the marine handling craft is
maneuverable to capture the object at a stand off distance from the
primary platform; and wherein the marine handling craft is
recoverable by the primary platform only after verification by the
marine handling craft at the stand off distance that the object can
be safely moved into closer proximity to the primary platform.
27. The marine handling craft of claim 701 wherein the primary
platform comprises a mother ship.
28. The marine handling craft of claim 27 wherein the marine
handling craft is configured to capture an auxiliary vessel
comprising a floating object at a distance from the mother
ship.
29. The marine handling craft of claim 28 wherein the marine
handling craft includes a keyed locking member attachable to a
complementary keyed locking member on the auxiliary vessel so that
only auxiliary vessels including the complementary keyed locking
member can be brought into proximity to the mother ship by the
marine handling craft.
30. The marine handling craft of claim 28 wherein the marine
handling craft includes sensors responsive to potentially dangerous
contents on the auxiliary vessel for detecting potential hazards to
the mother ship.
31. The marine handling craft of claim 27 wherein the marine
handling craft is tetherable to the mother ship at the stand off
distance.
32. The marine handling craft of claim 27 wherein the marine
handling craft autonomously verifies at the stand off distance that
the object can be safely moved into closer proximity to the mother
ship.
33. The marine handling craft of claim 27 including an attachment
member tetherable to the mother ship, the attachment member being
shiftable closer to the combined center of gravity of the marine
handling craft and the floating object, when the marine handling
craft and the object are to be hoisted aboard the mother ship.
34. The marine handling craft of claim 27 wherein the marine
handling craft is unmanned and is in electronic communication with
the mother ship.
35. A marine handling craft for use in transferring payloads
including cargo, supplies and personnel to and from a ship, the
marine handling craft being deployable from the ship to mate with a
supply vessel at a standoff distance from the ship, the marine
handling craft being independently maneuverable relative to the
ship to mate with the supply vessel and being dockable with the
supply vessel to make the supply vessel fast to the marine handling
craft, the marine handling craft being tetherable to the ship and
attachable to the ship so that the marine handling craft and the
supply vessel can be coupled to and decoupled from the ship in
unison to transfer cargo, supplies, and personnel between the
supply vessel and the ship.
36. The marine handling craft of claim 35 wherein the marine
handling craft is attachable to a crane on the ship so that the
marine handling craft and a supply vessel mated with the marine
handling craft can be hoisted onto and lowered from the ship.
37. The marine handling craft of claim 36 wherein the marine
handling craft includes a fastening member attachable to a tether
and having a load bearing strength sufficient for lifting the
marine handling craft and the supply vessel, when fully loaded,
onto the ship so that the marine handling craft can be attached to
a single crane on the ship, both for towing and lifting and
deployment of the supply vessel.
Description
CROSS REFERENCE TO PRIOR CO-PENDING APPLICATON
[0001] This application claims the benefit of prior co-pending
Provisional Patent Application Ser. No. 60/484,753 filed Jul. 3,
2003 entitled Boat Handling System.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention is related to payload delivery, primarily to
or from a ship or other marine vessel. This invention is also
related to the deployment of a smaller vessel or payload
combination and to its recovery. This invention is also related to
the inspection of payloads, vessels, flotsam or any other article
before bringing the payload or other article into proximity with a
larger vessel or platform to prevent damage to the primary
platform, such as a mother ship from which a smaller vessel may
operate.
[0004] 2. Description of the Prior Art
[0005] There is presently no safe, cost-efficient craft and system,
which allows military and commercial ships or helicopters to
deploy, service, maintain, retrieve and exchange data and payloads
with smaller vessels. The trend in marine and aquatic military
operations is one where large vessels will have an increasing need
to deploy smaller vessels, particularly unmanned ones, for a
variety of purposes. Further, safety requirements for naval assets
in a climate of terrorist attacks, including chemical, biological
and explosive threats, are such that systems are needed whereby a
large vessel can safely handle, inspect and exchange data and
materials with other vessels and payloads under a variety of
conditions. Safety requirements for military and commercial
applications are such that increasing the stand-off distance
between large and small vessels is of major importance. It is often
the case that large vessels are required to come into close contact
with vessels of unknown origin and with cargo of unknown
provenance. Using the USS Cole as an example, small vessels that
may contain explosives and are closely-coupled with a larger vessel
at the waterline can exact an extreme amount of damage,
particularly below the waterline, because of hydraulic properties.
As the distance between a smaller vessel and a larger one
increases, explosive forces and the damage they cause decrease
geometrically and rapidly to insignificance. It is desirable to
have a craft which will increase the stand-off distance of larger
vessels from smaller ones, which may contain unknown hazards and
personnel.
[0006] The advent of new types of remotely-operated systems dictate
entirely new types of craft which will operate under extreme
conditions, including but not limited to speed, sea state, wide
payload variety, weather, darkness, and enemy fire. New types of
remotely-operated vessels operate at, above and below the water's
surface. They come in a variety of types and sizes, from ounces to
tons. The trend is to smaller vessels. Further, types of hazards
used as weapons can range from ounces, such as biological and
radiological hazards, to tons, such as fertilizer explosives.
Again, the trend for intentonally-deployed hazards is improving
technology with decreased size with increased effectiveness.
[0007] The use of separate craft for each new vessel employed by
military or commercial means is highly undesirable. Large ships are
expensive, and their design and manufacture is a lengthy process.
The large ship duty cycle can run for decades, however smaller
vessels change much more rapidly, and a new design can be in
service within months or years. Small vessel obsolescence and
replacement takes place over a much shorter period than for larger
vessels. It is highly desirable to have an inexpensive small craft
which is a physical and data interface between large and small
vessels.
[0008] For many, if not most, operations employing such smaller
vessels, it will be necessary to deploy or recover the smaller
vessel from a primary vessel or platform. U.S. Pat. No. 6,178,914
discloses a method of launching a small vessel, such as a rescue or
working boat, from a larger ship while the ship is under way. A
floating cradle is towed from the larger ship, and the boat or
smaller vessel is launched or recovered while positioned in the
floating cradle. Rudders are provided for steering the floating
cradle via a yoke. However, there appears to be no suggestion that
the floating cradle could be used in other than a towed capacity or
for military and security operations, or as a smart platform for
sensors, or for operating independently, i.e. untethered as a
standalone craft. The cradle is "dumb", and has no sensors,
computers, or data links. The system employed in that patent also
requires two cranes and would not provide for center of gravity
adjustment under different load conditions. There no provision for
handling a variety of auxiliary vessels or payloads, including
personnel. There is no contemplation of operations either from
platforms other than ships, or when absent a mother vessel. The
floating cradle is positively buoyant and not capable of submerged
operation, lacking trim tanks and diving planes. This towed sled is
unidirectional along the mother ship's course, with marginal
freedom to move laterally. It is only capable of launching and
recovery from the rear. The coupling mechanism in U.S. Pat. No.
6,178,914 is particular to a specific vessel and does not
contemplate multi-purpose use or remote operation.
[0009] Physically contacting or deploying and recovering a small
vessel or objects fixed to the shore or bottom is problematic due
to the physical characteristics of the water and vessels,
particularly when the vessels are of disproportionate size. Water,
a fluid medium, has current, tides and wave motion at the air/sea
interface which regularly manifests itself as periodic, generally
periodic, or irregular and chaotic. The motion significantly
decreases as a vessel submerges. The mass and displacement
characteristics of a larger vessel compared to a smaller one
exacerbate differences in motion. While two vessels may be in the
same body of water, the ambient conditions will often be different
even at proximal locations. While a large vessel of 1,000 tons
might roll gently at a certain sea state, a smaller vessel might
rise and fall, pitch and roll at several hundred percent of its
length, height or beam. Further, the relative motion between large
and smaller vessels is localized, affected by the vessels
themselves and can be significantly affected by any recovery device
or mechanical connection between a smaller or larger vessel. It is
highly desirable to have a "smart" payload handling craft, with
propulsion and control surfaces, which can inspect cargo and
compensate for the differences in the relative motions between
larger vessels and payloads. The handling craft should be capable
of operating at, above, and below the water's surface. Such a
vessel should have a large operational envelope for efficiency and
safety purposes.
[0010] Military establishments use traditional, non-modular
systems, like "A-frames" or davit/block and tackle systems because
there is no alternative. Some very expensive systems like the US
Navy's Remote Mine Hunting System, have dedicated handling systems
which are completely and intentionally exclusive to a particular
device. Many expensive, but small military vessels, such as smart
torpedo-like devices, are simply handled by men in rubber boats.
Rapidly changing technology dictates that there is a need for a new
craft to handle a variety of payloads including craft, but handling
systems and craft must remain backwards-compatible to legacy
systems.
SUMMARY OF THE INVENTION
[0011] This invention is related to payload delivery involving
water, land and a variety of platforms in the transport logistics
loop, where marine vessels and aquatic or near-aquatic or wet soils
may be involved, and in particular to a craft for handling,
transporting and transferring payloads, including cargo, supplies,
personnel, equipment, ground tackle, and other auxiliary vessels to
and from ships, docks, marine platforms and shore. This invention
is a marine payload handling craft and a system for its use. In
addition to use entirely in a marine environment, this craft and
system are also suitable for use in transferring payloads between
marine and aerial platforms as well as between marine-and land
platforms. The marine handling craft operates in a variety of
modes: mechanically hard-coupled to a ship or other platform, in a
tethered mode, including, but not limited to: a dock, ship or
helicopter, or, operating untethered as a stand alone craft on
land, on, or under, the water. It may be parachute-deployed. It is
capable of being operated manually, remotely by a distributed
computer networking system, or autonomously via computer, as a
robot, with pre-programmed navigational input, in advanced
embodiments. It is capable of operating at, above and below the
water's surface. The instant invention, even in its most basic
embodiment, is capable of handling, but not limited to: inspection,
analyses, and safe transport of payloads from land to ship and vise
versa, or retrieving flotsam, jetsam, lagan, flora, fauna, humans
or high speed, autonomous vessels.
[0012] This invention is equipped with an embedded computer and
telemetry system capable of: ship to ship and ship to shore
networking; autonomous piloting, remote-sensing of payloads and the
environment, and transmitting pre-processed data from it's sensors.
It can handle payloads, at, above and below the water's surface,
with speeds that are greater or less than that of a mother ship. It
is suitable for military, passenger and commercial vessels, and the
craft's handling system can be integrated with other objects like
oil platforms or docks or land masses. It is capable of integrating
modular hard points and bolt-on devices for handling cargo, aerial
vehicles and personnel at, above and below the water's surface. The
craft's computer, with sensors and computerized control surfaces,
is capable of detecting and predicting roll, pitch, and yaw
conditions. The invention's control surfaces can compensate for
roll, pitch, and yaw, facilitating the handling of payloads gently,
minimizing shock [G-forces], vibration and relative motions between
payloads and desired landing points.
[0013] This invention is a computerized handling craft with high
speed open-sea operational capacity, able to handle vessels,
personnel, equipment and cargo, referred to generally as "payloads"
from other ships while docked or underway, or to handle payloads
from dock or shore mounts. In advanced embodiments, an articulated,
hydraulic, air or electrically-powered boom and a motion damping,
range-extending umbilical are combined with the marine handling
craft. This boom would facilitate "smart" and "flexible" forcing
and locking systems, which can lock and release the craft from
auxiliary vessels or payloads, and the locking systems can attach
the craft to a boom, tether or crane. These locking systems may use
closed-circuit air, water, electromechanical and/or hydraulic
pressure, or use flows and vacuums of ambient air and water
generated during operation to stabilize the craft and facilitate
handling payloads under a variety of marine and atmospheric
conditions.
[0014] The system, according to this invention, integrates passive
and/or computerized systems with active mechanical means. The
invention can compensate for or dampen relative motion between the
docking area of the craft and payloads. Marine handling craft
system components can also be linked for data transfer or for a
payload, personnel or fuel exchange. This craft can collect,
analyze and transmit data in a variety of modalities from a variety
of sensors ranging from X-rays of payloads to sensors for ambient
climatology.
[0015] The marine handling craft, in its basic embodiment, is a
tethered catamaran-like design capable of operation at, above or
below the water's surface. It may use ballasting for positive,
negative or neutral buoyancy. Control surfaces, which contact air
and water, are, in some embodiments, part of the structure, which
serves dual purposes and vectored air or water may be used to
facilitate payload handling. This marine handling craft may be man
operated, remotely-operated or operate entirely autonomously via an
on board computer. The design is scalable to various ship or boat
sizes and is modular. In most embodiments, multiple instances of
the craft are capable of nesting within each other, like grocery
store shopping carts, which conserves shipboard cargo space.
[0016] The handling craft can be ganged to receive more than one
small vessel and a single craft can be configured to fasten to
others and adjust accordingly. The marine handling craft may be
programmed to avoid collisions or grounding. Some examples of
collision hazards include: other vessels that are being retrieved,
ships, bottom ground under the vessel, dry land, flora or fauna and
other marine handling craft. The marine handling craft design may
be practically applied to retrieve craft of different sizes, and is
especially suitable for use with vessels of under thirty-five feet.
It is suitable for ship-to-ship, ship-to-dock or ship-to-shore
applications. When in a tethered "sled" configuration it may
contain propulsion systems or trim/leveling control surfaces like
tabs, fins and rudders.
[0017] This marine handling craft is a major improvement over other
existing systems for handling payloads with advantages including
ease of operation, extending the envelope for large ships
retrieving payloads and increased safety to ships and crew,
protecting both ships and crew from mechanical injury, explosions
and biohazards. The scalable design is adaptable to a multitude of
military and commercial ships and docks and may be mounted on
vessel deck, hull, shore, barge or buoy.
[0018] An umbilical lift cable that is attached to a boom on the
mother ship, helicopter or other platform can be reeled in or out.
The umbilical can transfer fuel, electrical power or data, and
mechanical force for towing and lifting the craft and its payloads.
One end is attachable to, and detachable from, a uniquely
configured sliding attachment, which is part of a positive traction
slide rail mechanism on the marine handling craft. During pre-dock
and docking, the lift cable/ sliding attachment may be positioned
at the bow (nose or front) of the marine handling craft.
[0019] The center of gravity for the invention will vary, depending
upon the payload, and it is also desirable to adjust the angle of
attack with the water. Level [trim] sensors in the invention can
compensate for changes in force vectors [wind, water] or cargo
shift affecting the center of gravity. The compensation used to
maintain any particular attitude to suit the payload and handling
thereof includes computerized manipulation of control surfaces,
manual or computerized trim tank adjustment and gyroscopic
stabilization.
[0020] During the docking, a locking mechanism engages and locks,
the cable/sliding attachment travels up the positive traction rail
mechanism to a point centered over the center of gravity of the
marine handling craft and contents, or offset from the center of
gravity if desired, to facilitate planing, diving or minimizing
wave action. The cable sliding attachment then locks in place and
the assembly can be lifted aboard ship. This traveling or slide
mechanism can be passive or actively driven by electrical,
hydraulic or pneumatic means.
[0021] Marine handling craft, according to this invention, enable
aquatic military operations to be conducted more rapidly. Benefits
include highly-increased efficiency, decreased exposure to enemy
fire, reduced stress on systems and payloads, inspection of
payloads, covert operations if desired, and decreased
susceptibility to weather. This marine handling craft has built-in
redundant systems for retrieval and can operate in modes of various
positions and towed, operating remotely, or autonomous operation
which allow it to retrieve disabled smaller vessels from larger
ones and to serve as a system to collect flotsam, jetsam, lagan,
debris, buoys, humans, or aquatic flora and fauna.
[0022] "Lagan" is defined as goods thrown into the sea with a
buoyancy system attached so that they may be retrieved again . . .
as opposed to "flotsam" and "jetsam". As robotics and marine
sensors progress, lagan is becoming an increasingly important
category of devices being deployed, handled, serviced and retrieved
in commercial, military and scientific applications. There is often
no need for dedicated hardpoints and dogging systems for small,
computerized floating devices. Personnel may or may not be required
to handle lagan, which may be done by robotic arm or other
means.
[0023] The multiple sensor & transmitter system on the marine
handling craft in advanced embodiments serves to facilitate
tracking, analyzing, mating and securing items that will be
retrieved from a ship connected to the marine handling craft. It
may also be augmented with redundant computer and telemetry systems
on board the vessel or device to be retrieved. Usable data
transmission links can either be wired, use optical fibers, or be
wireless, for example electromagnetic, infrared or laser. Sensors
located on the marine handling craft may be used in the retrieval
process for positioning, mating and retrieval. They have multiple
purposes and may be used to inspect vessels, refuel, materials,
equipment, flora and fauna of unknown origin. Sensor data may be
analyzed either on-board, remotely, on shore or autonomously, and
then compared with data stored in the marine handling craft
computer or remote data bases via internet Redundancy in telemetry
compensates for, as one example, intentional electromagnetic
interference, jamming or data "hacking", or ambient interference
such as solar storms, other EM data systems in the area. Redundant
telemetry systems and data streams allow cross-checking of data
stream validity.
[0024] The benefits of this invention include, but are not
necessarily limited to the following operations and capabilities,
many of which may not be readily apparent to prospective users and
those skilled in the art.
[0025] When hard-coupled or coupled by umbilical, secure,
non-wireless data linking can provide virtual unlimited bandwidth
and preserves wireless bandwidth for military battle space and
commercial applications, and minimizes interference.
[0026] Remote refueling, servicing and hazardous payload exchange
are possible at a distance from valuable marine assets and
personnel.
[0027] Sick personnel or other personnel can be transported for
maintenance or security and a variety of other purposes. Personnel
and payloads can be transported ship to ship or ship to shore.
[0028] Lethal and non-lethal anti-personnel devices for threat
elimination can be employed on the marine handling craft.
[0029] The craft can contain tanks and spray nozzles for materials
including, but not limited to: disinfectants, fire retardants,
fluorescing ligands [analytical/multi-purpose] and protective
coatings.
[0030] Open architecture and cross-service deployment can be
employed to increase the number of environments in which the marine
handling craft system can be employed by multiple users; The
invention is part of a distributed computing system capable of
being operated by more than one user in a command hierarchy.
[0031] The marine handling craft can be used for controlling,
reeling and unreeling devices,[including but not limited to: sensor
"eels", containment-booms, data cables, ground tackle and net
deployment.
[0032] The marine handling craft can be used for examination,
disarming and neutralization of devices which may be applied to
potentially dangerous payloads by employing such subsidiary
components as robotic arms, X-ray systems, sniffers, neutron
activation/gamma backscatter or acoustic imaging systems for
collecting data and EM pulse coils, high pressure water jets,
mechanical shears, saws and rams, explosives or other assembly and
disassembly tools. Also, deactivating or destructive devices for
examination and neutralization of recovered items can be employed
if required. As an inexpensive robotic sensing and manipulating
device, the invention is "expendable" as compared to, for instance,
a Navy frigate, which is not.
BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENT
[0033] FIG. 1 is a side view showing the manner in which an
auxiliary vessel can be mated or unmated from a marine handling
craft, which is in turn attached to a mother ship via a tether or
umbilical.
[0034] FIG. 2 is a front view of the marine handling craft of FIG.
1, with a docked auxiliary vehicle shown in phantom.
[0035] FIG. 3 is a plan view of the marine handling craft shown in
FIGS. 1 and 2, with the docked auxiliary vehicle mated and docked
with the marine handling craft.
[0036] FIG. 4 is a plan view schematic showing how the marine
handling craft shown in FIGS. 1-3 can be employed with individual
cranes or booms located at various positions on a mother ship or
attached to a helicopter.
[0037] FIG. 5A is a side view of a mechanism for advancing
traveling fastener blocks that are employed on the marine handling
track for adjusting the position of the tether extending between
the mother ship and the marine handling craft. FIG. 5B is an end
view of this same mechanism.
[0038] FIGS. 6A and 6B are schematics of complementary locking
devices that are employed to dock the marine handling craft to an
auxiliary vessel. FIG. 6C is a schematic of a similar version in
which both male and female locking devices expand during mating.
FIG. 6D is a view of locking devices having keyed fins so that only
unique complementary locking devices are engagable. FIG. 6E shows
several alternate configurations for uniquely shaped locking
members.
[0039] FIG. 7 shows an optimal recovery condition, from a mother
ship when it is underway.
[0040] FIG. 8 is a schematic of a marine handling craft system and
the manner in which computers on the marine handling craft, the
auxiliary vessel and the mother ship can be networked for control
and security purposes.
[0041] FIG. 9 is a schematic of a mother ship showing how a single
crane can be used to hoist an auxiliary vessel docked to a marine
handling craft onto a mother ship with the mother ship being in
communication with the other vessels.
[0042] FIGS. 10 shows the manner in which a marine handling craft
can be maneuvered while being towed by a single crane on the mother
ship.
[0043] FIGS. 11 A-E show the manner in which control surfaces on a
marine handling craft can be used both to control the attitude of
the marine handling craft and serve as a floor on which an
auxiliary vessel can be positioned, as well as being used to
retrieve flotsam or safely handling objects of interest near a
primary ship or other platform.
[0044] FIG. 12 is a view showing the use of a marine handling craft
in accordance with this invention used in a number of different
operations, including surface and subsurface operations.
[0045] FIG. 13A-13C are views of an alternate embodiment of a
marine handling craft mateable with a personal watercraft.
[0046] FIG. 14A-C are views showing how a marine handling craft can
be used to deploy or recover a diver, a swimmer or rescue someone
lost overboard.
[0047] FIG. 15 shows the manner in which multiple marine handling
craft can be stacked for storage.
[0048] FIG. 16 is a view of a representative control panel that can
be used by personnel onboard the marine handling craft or remotely
from networked computers.
[0049] FIG. 17 is a view of numerous sensors, sprayers and
computers mounted on a marine handling craft.
[0050] FIG. 18 shows a marine handling craft used for deploying or
retrieving cables and for deploying and recovering specific
payloads buoyed by water.
[0051] FIG. 19 is a plan or top view of a marine handling craft
used for deploying or retrieving cables and for deploying and
recovering specific payloads buoyed by water.
[0052] FIG. 20 shows two of many positions at which robotic arms
can be located on the marine handling craft to sense and manipulate
docked craft or payloads.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0053] Small autonomous vehicles or robots are a new, major
category of vehicle, whether suitable for use on land, in the air
and on water, both on the surface and sub-surface. There is an
increasing need for air/land/water launch and recovery of smaller
vehicles from larger ones, requiring speed and safety. Aquatic
environments have an unusual set of conditions and a multipurpose,
modular "interface" is needed to deploy and handle these devices.
Further, some of these smaller devices may change their shape, and
size as a function of their missions, e.g. inflating, deflating, or
extending/retracting wings or control surfaces. The marine handling
craft anticipates the near future when virtually all devices will
be web-connected, and that it will be desirable for a craft to be
multi-purpose, modular, equipped with sensors, network connected,
and "smart".
[0054] The marine handling system according to this invention
includes mechanical systems for docking, mating and hoisting
payloads to a larger vessel, shore-mounted crane or helicopter. The
marine handling craft 2 is designed to handle payloads collected at
the stern, along side or at the bow. The marine handling craft in
some embodiments is connected to a custom crane with custom
devices, but even advanced embodiments can deployed with a
conventional crane, A-frame or davit system enabling retro-fit to
existing legacy vessels. The invention can be handled by a
helicopter, taken from shore, and then placed in the water for
retrieval by a mother ship, or placed on wet soils that will not
carry wheeled or tracked vehicles for payload exchange with
personnel on foot.
[0055] In the basic embodiment, the marine handling craft 2 can be
deployed from a mother ship and reeled out. With the attachment
point adjusted towards the bow, vectors are maximized for planing
and towing stability. In the tow mode, in its basic form, the
marine handling craft 2 tracks along with a mother 6 behind a crane
8, as a slave, preserving the invention's power and/or fuel. As the
marine handling craft 2 is reeled towards the vessel, the
attachment point is adjusted back to the combined center of gravity
of the marine handling craft 2 and its payload, facilitating a
level lift, with the keel of the marine handling craft 2 parallel
to the water, or other desired orientation, whether loaded or
unloaded. This adjustment may be programmed or done "by eye" by
operators on a mother vessel, the craft itself, on board a vessel
being handled, or other location via telemetry.
[0056] A basic marine handling craft 2 is used with an auxiliary
vessel 4 transporting persons, small vessels and cargo. It can
operate freely, but it is also configured to be towed, and be
lifted from the water along with payloads, either by a single crane
hook or hard coupled and uncoupled to and from a crane boom with a
fastening device.
[0057] This marine handling craft 2 in its simplest embodiment is
unpowered. In its most complex embodiment, even while tethered, it
is designed to have six degrees of freedom, in the air, at the
water's surface, or under water. In advanced embodiments, it is
self-propelled, equipped with a gyroscope 37, control surfaces and
sensors, plus other features, and functions as a server for a local
area network facilitating handling and other information regarding
payloads.
[0058] A basic embodiment of this invention is depicted in FIGS.
1-3. FIG. 1 shows a marine handling craft 2 and an auxiliary or
supply vessel 4 that can be mated and docked to the marine handling
craft 2 to recover or transfer the contents of the auxiliary or
supply vessel 4 to a mother ship or vessel, which can tow the
marine handling craft 2 by a tether 10 that extends from a crane,
boom or davit located on the mother ship. The auxiliary or supply
vessel 4 can be deployed from the mother ship using the marine
handling craft 2 or it can be captured and recovered by the marine
handling craft 2 so that the auxiliary vessel 4 and its contents
can be transferred to the mother ship 6. As depicted in FIG. 1 the
auxiliary vessel 4 can approach the marine handling craft 2 from
the stern 14 or it can be released from the marine handling craft 2
when deployed from the mother ship.
[0059] The marine handling craft 2 is a floating structure that
includes at least two spaced apart planing pontoons 16, 18 that
extend from the bow 12 toward the stern 14. In this catamaran
design the pair of pontoons can include a personnel deck and cradle
system so as to form a containment area 31 between said pontoons.
In this configuration, the planing pontoons 16, 18 form this
compartment 31, which may approximate the negative shape of the
specific type of payload to be collected, and serve as forks to
lift the payload from the water. In FIGS. 1-3, this payload
comprises an auxiliary vessel 4, which may be a supply vessel or an
autonomous surface vehicle. The compartment 31 is open at the stern
14 and is partially bounded at the bow 12, where the two pontoons
16, 18 merge. Each pontoon extends upwardly at the bow 12 so that
the pontoons will be above the waterline in the configuration shown
in FIGS. 1-3. The configuration serves a funneling effect for
powered payloads, which enter from the stern, but the bow also has
the capability of funneling if desired. If the direction of the
marine handling craft 2 is reversed, either under its own power or
the power of a mother vessel 6 if hard-coupled, the stern
presentation can serve as a scoop for passive payloads, in the air,
as well as at or below the water's surface.
[0060] A marine handling craft 2 of this type can include straight
line hull sections for modular fabrication and assembly and for
enlarging or shortening width or length, or for geometrically
reconfiguring to conform to particular requirements of particular
payload shapes.
[0061] This craft has an aerodynamically and hydrodynamically
shaped bow, keel and cradle sections for directional stability and
minimal presentation to the forces of wind and water, which are
also configurable to facilitate vectoring the craft. As will be
subsequently discussed in greater detail, this craft 2 can also
have trim and ballast liquid storage tanks mounted inside the
pontoons 16, 18 for positive or negative buoyancy or trim
functions, and the multiple locking mechanisms will have security
functions and facilitate handling.
[0062] This marine handling craft 2 is capable of operating in
either forward or aft directions, and an auxiliary vessel can enter
it at speed from the rear, or, if the craft is rotated 180 degrees,
it can track and "scoop" propelled or non-propelled mechanisms or
flora or fauna. When robustly hard-coupled to a boom, there is no
need for control surfaces on the craft. When tethered or
free-running in reverse, the directional properties of the craft
may be less than optimal, but the onboard computer can operate
servos and control surfaces to provide tracking stability.
[0063] An upper track 20 extends from the bow 12 generally above
the centerline of the compartment 31, evenly spaced between the two
generally parallel pontoons 16, 18. The rear end of the track 20 is
open so as not to obstruct the compartment 31 and leave adequate
clearance for entry and exit of an auxiliary vessel 4 or for
collection of floating debris or suspicious objects. The tether
line 10 connecting the marine handling craft 2 to the mother ship
or vessel 6 engages this track 20. When the marine handling craft 2
is towed, the tether 10 may engage the marine handling craft 2 at
its forward end adjacent the bow 12. Engagement between the tether
10 and the track 20 can be moved aft to a position substantially
above the combined center of gravity of the mated and docked marine
handling craft 2 and auxiliary vessel 4. In this position, the
tether is in position to lift mated vessels or payloads from the
water surface onto the deck of the mother ship, a platform or land.
Alternatively, the mated vessels 2 and 4 can be lowered from the
ship to the water with the tether 10 engaging the track 20 in this
position. With a hoist line positioned over the combined center of
gravity, the marine handling craft 2 and its payload can be raised
and lowered for an aircraft, especially to or from a helicopter.
This track 20 is especially useful when the marine handling craft 2
is used with an auxiliary vessel or supply ship, which acts as a
means for transferring supply payloads to and from a ship, whether
at rest or underway. Since the loading of the auxiliary supply
vessel 4 cannot be assumed to be constant, the alignment of the
tether or cable 10 with the combined center of gravity of the
marine handling craft 2 and the auxiliary supply vessel 4 can be
modified.
[0064] In the preferred embodiment, the track 20 includes an
upwardly open channel 22, which extends from a position adjacent
the bow 12 aft toward rear end of the track 20. This upwardly open
channel 22 provides clearance for two auxiliary lines 26, which
merge and are attached to the tether 10 above the track 20. Each of
these two auxiliary lines is affixed to a separate traveling
fastener block 24. The blocks are interior-threaded, and blocks may
exterior-textured to allow ratcheting and facilitate locking under
load. This pair of traveling blocks 24 is confined within the track
20 below the channel 22, with the track sides forming the channel
22 trap these traveling blocks 26 in the track 20. When the tether
10 is to be attached adjacent the bow 12 of the marine handling
craft 2, these traveling blocks 24 are positioned adjacent the
forward end of the track 20 and adjacent the bow 12. As shown in
FIG. 1, the traveling blocks 24 can also be moved rearward to a
position above the center of gravity of the two mated vessels 2 and
4 so that they can be hoisted or supported from a crane on the
mother ship. The traveling blocks can be moved between the two
positions shown in FIG. 1 by a number of conventional means. In the
basic embodiment of the device, shown in FIG. 5, a linear
actuator/threaded rod or strap 38 moves the tow point aft to make
it a lift point over the craft and payload combined center of
gravity. An alternate embodiment, especially if and when
hard-coupled and/or when gyro-stabilized, could use one lifting
block. The threaded rod 38 going through the blocks 24 is perhaps
the simplest method, but a chain, strap, toothed belt,
hydraulic/air powered actuator or similar may be used to move the
lifting blocks inside the channel, which can accommodate complex
curves.
[0065] A more basic marine handling craft embodiment is "dumb", and
the traveling blocks may be adjusted by rotating a threaded rod
with a hand crank or a portable electric drill. A motor 40 may be
added to the rod and run from an operator on the auxiliary vessel,
an auto-leveling computer on the marine handling craft the vessel;
or by an operator on shore or a mother vessel. The power supply
lines 41 may be remotely controlled by relays. An operator on a
mother vessel or on shore or elsewhere would adjust for the center
of gravity by "eye", using a remote control device.
[0066] In the preferred embodiment, there are no side struts. Side
struts limit access for purposes including, but not limited to:
payload loading, unloading, maintenance and covering. Without side
struts, there is strain on the bow of the craft, but modern
composite materials, such as polyester or epoxy-reinforced glass or
carbon fiber, can handle the load easily. These modern, composite
materials are flexible and reduce strain on both the payloads and
the mother vessel. Additionally, there are accessibility, safety,
stability and drag considerations, which make side struts
undesirable for most applications. In this embodiment, the pontoons
16, 18 and the upper track 20 form three separate beams extending
essentially from a common juncture at the bow of the marine
handling craft 2. In addition to providing a rearwardly open
compartment 31 into which auxiliary vessels 4 can enter or exit,
this open rear configuration also permits stacking multiple marine
handling craft 2 for storage and transport as shown in FIG. 15.
These beam-like structures will also provide for attachment of
supplemental components, such as nets, cables and surveillance and
inspection equipment as will be subsequently discussed in greater
detail.
[0067] The embodiment of FIGS. 11 A-E shows a track that is
supported by side struts 64. In some embodiments, depending on the
application, side struts or ribs way be employed for a variety of
functions, including, but not limited to eliminating stresses on
the bow; supporting camouflage or weather covers; functioning as
control surfaces; and mounting of transducers or sensors as shown
in FIG. 14C.
[0068] The track 20 and traveling blocks 24 provide a mechanism in
which the marine handling craft 2 can be attached to the mother
ship only by a single tether or bundle of lines all acting together
on the marine handling craft 2. A significant aspect of this
approach is that the marine handling craft 2 can be supported,
controlled and towed by only a single crane 8 on the mother ship 6.
Use of a single crane, acting as the main attachment point on the
ship means that the marine handling craft 2 can be deployed at any
position on the ship where a standard crane or suitable davit is
located. Assuming that sufficient cranes or hoisting mechanisms are
available on the mother ship, dock or other platform, the auxiliary
or supply vessels can be deployed and recovered from many positions
on the mother ship 6. FIG. 4 is a schematic showing potential
forward, aft and side deployment of the marine handling craft 2
attachable to existing cranes 8 on the mother ship 6. This means
that use of the marine handling craft 2 does not require any
significant modifications to or retrofit of the mother ship, and
multiple cranes are not necessary to deploy auxiliary or supply
vessels 4 or to collect auxiliary vessels 4 or other articles from
the sea.
[0069] The marine handling craft 2 is designed to work in still,
wavy or flowing water, regardless of whether the crane mechanism is
fixed, or on a moving vessel, and regardless of the direction of
the flowing water. The marine handling craft 2 is suitable for
handling payloads to and from the water where the water is
swiftly-flowing, and when the direction reverses, and when the
level changes vertically, due to tidal or wave action, and whether
the change is slow, such as a tidal flow, or rapid, such as waves
or flash floods. The marine handling craft 2 can incorporate a
variety of control surfaces which can, beyond vectoring the craft 2
or mother vessel 6, use water flow to remove unwanted materials
and/or facilitate or deter boarding by craft or personnel, e.g. an
alarm mode can divert water to "flush" the system as shown in FIG.
11E.
[0070] The use of the term "marine" for the marine handling craft,
is not intended to imply that marine handling craft use is
restricted to salt or fresh water handling of payloads including
aquatic craft, or aquatic-borne cargo, living or inert. The marine
handling craft can handle payloads acquired from land or the air.
It has attributes, especially in advanced, stabilized embodiments,
which make it suitable to deploy and recover e.g. small, unmanned
helicopters from ships, as currently used by the US Navy. In most
embodiments, the marine handling craft 2 is also functional when
grounded, e.g. "parked" on the bottom or shore, semi or
fully-submerged.
[0071] The marine handling craft is 2 configured to serve a
forcing/guiding action when recovering vessels, both by the
geometry of the marine handling craft 2 and by directing water
flow.
[0072] Optional and innovative locking and unlocking mechanisms to
secure the payload to the marine handling system may be used in all
embodiments. FIGS. 6A and 6B show a representative locking and
unlocking mechanism, which can be used to mechanically and
electrically connect an auxiliary vehicle 4 to a marine handling
craft in accordance with this invention. FIG. 6A shows a
configuration in which a male locking member 42 on the auxiliary
vessel 4 approaches a female locking member 44 on the marine
handling craft 2. Female locking member 44 is positioned in the
locking cavity 32 on the bow of the marine handling craft 2. The
female locking member 44 is shown in the open position in FIG. 6A.
When the male locking member 42 is advanced to a position shown in
FIG. 6B, the female locking member 44 can be closed to surround the
bulbous protrusion at the front of the male locking member 42. A
flexible, sphincterate ring, or doughnut-shaped torus 35, is
incorporated in the female locking member shown in FIGS. 6A and 6B.
It can be closed by hydraulic or pneumatic pressure in a
conventional manner, when contact is sensed by a transducer
assembly 45. This sphincterate system, when constructed from
flexible polymers, will for a hermetic seal for fluid transfers,
like fuel or other desired fluids to be payloads. An alternate
embodiment 6C would utilize an additional swelling ring in the male
member, also inflated by conventional hydraulic or pneumatic means.
Alternatively an electric motor could be employed to close locking
member 44 around locking member 42. The two locking members 42 and
44 would preferably be modular so that "keyed" mateable locking
members could be interchangeably mounted on two vessels 2 and 4. As
shown in FIG. 2 a "cylindrical" cavity 32 would provide space for
mounting one of the two locking members 42, 44, preferably the
female locking member 44. With a keyed female locking member 44
mounted in cavity 32, only payloads having a male locking member 42
with a complementary keying configuration could be docked to the
marine handling craft 2. Since the two vessels 2, 4 would be docked
and locked at a stand off position sufficiently remote from the
mother ship, security could be enhanced since it would become more
difficult for unauthorized payloads to couple with the handling
craft 2. FIG. 6D shows one example of keyed male and female locking
members. Other sample geometric configurations are illustrated in
FIG. 6E.
[0073] This aspect of the invention also can include a rapidly
reconfigurable, remotely operated mating/docking/locking system,
which can transmit data through optical windows or other transducer
assemblies 45, e.g. transparent sapphire, and be shape coded, like
a key, to receive almost any type of vessel or to repel entry. The
mating/docking/locking system functions as a security system in
addition to trapping and stowage. Additionally, the system is
active or passive and is adjustable. While still remaining locked
in place as undeployable, crewmen can adjust the vessel's attitude,
allowing variable attitude of a constrained vessel by mechanical
means, where the vehicle can be stowed, conveniently maintained and
manipulated by technicians. The
vectoring/forcing/repelling/mating/locking system may use air,
hydraulics, electromagnetism, water pressure, vacuum or friction to
control the vessel to be recovered.
[0074] Locking members 42 and 44 serve not only to mechanically
secure the auxiliary vessel 4 to the marine handling craft 2, but
they can also include fuel and electrical couplings between the two
vessels. A data line 46 in the marine handling craft can be coupled
to a data line 48 in the auxiliary vessel 4 by incorporating
conventional matable push-pull electrical connectors in both of the
locking members 42, 44. Similarly a fuel line 50 in the marine
handling craft 2 can be coupled to a fuel line 52 in the auxiliary
vessel by using conventional push-pull fluid couplings so that fuel
can be transferred between the auxiliary vessel 4 and the marine
handling craft 2. This fuel can be used to replenish tanks in
either of the two vessels 2 and 4, or it can be used to transfer
fuel to and from the mother ship 6 if a fuel line is provided
between the marine handling craft 2 and the mother ship or boat 6.
Such a fuel line would normally be suspended from the tether line
10 extending between the marine handling craft and the mother ship
6. In this configuration, the marine handling craft 2 and the
auxiliary vessel 4 could comprise intermediate connection points
for transferring fuel between two larger vessels. The marine
handling craft 2 could be deployed from one ship and the auxiliary
vessel could be deployed from another ship. The two vessels 2 and 4
would then mate and dock at an intermediate position and a fueling
operation could then begin.
[0075] One alternate method of adjusting the lift point is using
the power of the vessel to be recovered. If the mother ship's speed
is exceeded by the craft to be recovered, the auxiliary docking
craft forces the marine handling craft forward, the lift blocks may
"ratchet" backwards and the CG lift point is achieved and
maintained against a stop. On vessel deployment, a toggle engages
the reverse process. When the marine handling craft and vessel
contact the water, the lifting blocks ratchet forward to maximize
vectors for the towing and releasing process.
[0076] The use of a marine handling craft 2 that can be tethered to
individual cranes at various locations aboard the mother ship 6
will be desirable because of a number of factors affecting desired
zones in which the vessels 2 and 4 are to be handled. Command
decisions will determine handling zones by criteria not limited to
optimal wave and wind conditions. For a variety of reasons ranging
from reducing the potential for collision to keeping potentially
harmful payloads at a distance from a mother ship, it is often
desirable to have a crane extended to a distance during a marine
handling craft payload recovery process. Shown in FIG. 7 is an
optimal recovery condition, where the mother 6 is underway. The
marine handling craft 2 and the payload, in this case a supply
vessel 4, are protected from wind and waves. Conditions vary
however, and many factors will determine the desired handling zone,
ranging from a tradeoff where wind is coming from one quarter and
waves another, or it may be desirable to shelter the payload from
shore view for security reasons.
[0077] The motion of crane and cable can also complicate
deployment, recovery, towing, mating and docking of the vessels 2
and 4. A single point selected at the end of a crane 8 on a mother
vessel 6 underway, if tracked over time, describes an undulating,
irregular helix. The subtended volume of this helix is
geometrically exacerbated as a function of the distance, squared,
that the crane is extended from the mother. If the mother 6 is
stopped, for example when docked or anchored, the point at the end
of the crane might describe a bumpy sphere, as a function of the
mother's roll, pitch and yaw, and as a function of the mechanical
connections or slop in a preexisting standard crane on the mother
ship 6. Cables of the type which might connect the marine handling
craft to a crane are complex springs when extended, and have
unusual characteristics in themselves.
[0078] Other complicating factors include the motion of marine
handling craft 2 and payload or auxiliary vessel 4. The marine
handling craft 2 and a vessel 4 to be deployed or recovered have
substantially different mass, configuration, steering and power
characteristics. Further, they will encounter substantially
different wind and water conditions. With less mass than the mother
ship, any fixed point on the marine handling craft 2 and auxiliary
vessel 4 to be recovered will also describe undulating, irregular
helixes with great variability. When out of the water, another set
of variables is encountered in the air, and the aquatic control
surfaces do not function.
[0079] A further complication is that the crane on the mother ship,
the marine handling craft itself and the payload, if a vessel, may
all be manned. Command decisions from the mother vessel's bridge
may also be involved as a node in the network. Their different
points of view and objectives may result in different steering and
control decisions. The general desired objective is zero relative
motion and may be to deploy a payload or to lock the marine
handling craft, along with its payload, onto the deck.
[0080] Directional stability is required for the marine handling
craft 2 under three distinct types of conditions. First, when the
marine handling craft 2 is on the water's surface and the water is
moving relative to the marine handling craft 4. This condition can
occur when the marine handling craft 2 is towed by a mother 6, or
when it is moored from a fixed position over moving water. Second,
when the marine handling craft 2 is under water, as in recovering
an autonomous underwater vehicle. Finally, directional stability is
important when in the air.
[0081] The average attitude of the marine handling craft will be a
horizontal plane, parallel to the earth's surface, or the water or
a dock. It is very desirable to raise and lower the marine handling
craft with a single line or umbilical for many reasons. The
drawback is that payloads lifted by a single line tend to rotate on
the lift axis, as a function of winds, and strain on non-braided
cables, which are typically "handed" and attempt to unwind when
stretched under strain. Enhancements to the invention to facilitate
the recovery process are a gyroscope 37, mounted on the marine
handling craft. To prevent rotation during lifting, a single
gyroscope along one axis is sufficient. The system, without
countermeasures, could spin, e.g. from wind, when lifted by cable
only. The marine handling craft incorporates one or more
gyroscopes, which stabilizes the marine handling craft both in the
water and in the air, along desired axes.
[0082] The simpler embodiments of the marine handling system
including a marine handling craft, matable and dockable with an
auxiliary vessel or dock, can be controlled by personnel on the
mother ship and/or on the marine handling craft 2 and the auxiliary
vessel 4. However, in many applications it will be desirable to
network the vessels for computer assisted or controlled mating and
docking, as well as for verifying the integrity of the auxiliary
vessel and its payload to enhance the security of the mother ship 6
and for any associated operations.
[0083] An advanced marine handling craft 2 can be self-propelled
and smart, with an on-board computer. The auxiliary vessels that
can then be handled by the marine handling craft can include,
supply vessels, surface vessels, manned or unmanned, sub-surface,
manned or unmanned, and small, unmanned air vehicles. Examples of
networking are discussed with reference to FIGS. 8-10, which show
an autonomous vehicle. Of course, manned auxiliary vessels, such as
supply vessels, can be networked in a similar manner. The marine
handling craft 2 is capable of being manually/computer-controlled
from the handling platform itself, on board the mother vessel or
any other location by human operators or autonomously, e.g. dry
land or a dock, via encrypted, data handshaking and positioning
software, which uses a variety of sensors between said craft and
the vessel to be handled, or from any other remote computer.
[0084] The marine craft can be connected to an umbilical, which is
capable of transmitting data or fuel or other materials from a
mother to and from a subordinate vessel. These advanced marine
handling craft, along with their sub-systems can be networked by
wireless telemetry and may be operated from a mother vessel or
helicopter, by personnel on board the marine handling craft, from a
third craft to be handled, or, from a shore location. Computers on
the marine handling craft network, whether operated by personnel,
or operate autonomously and whether they are on the mother vessel,
or elsewhere are referred to as "Clients". In some embodiments, the
marine handling craft computer is the "Server". In other
embodiments, a mother ship may be the server. The craft
incorporates a variety of forward-looking sensors, which can serve
to generate additional data for predictive programs to keep the
handling portion of the system stable relative to the mother ship,
the water, and the vessel, personnel or material to be recovered,
or any other determined reference point, e.g. a relative but moving
point below the surface of the water where movement is less than
the movement at the water/air interface, as in recovering any
payloads or objects of interest which are on the surface,
submerged, or airborne.
[0085] The marine handling craft may operate in a
mechanically-coupled, tethered or untethered mode. Structural
components of the marine handling craft are also control surfaces,
and function as a reconfigurable cradle. Control surfaces, we
surfaces for imparting roll/pitch/yaw and x,y,z directions on or
below the water's surface. The marine handling craft has the
following six, somewhat constrained, degrees of freedom; roll,
pitch, yaw, along its straight line track and x,y,z along its
variable track, port, starboard and dive.
[0086] The craft can be "smart" and incorporates a computer and
several sensors including, but not limited to: magnetometers,
sonar, GPS, inertial, radiation, neutron activation/gamma
backscatter, biological sensors and other devices such as GPS,
inertial sensors, and optical/ machine vision range finders, so
that the craft "knows where it is", where the mother is, and where
objects of interest are. The craft can include arrays of such
sensors and an on-board computer with appropriate software and is
capable of locating objects of interest using 3D vision within a
certain distance from the system itself. The craft can be capable
of utilizing on-board hardware and software to maximize data
acquisition geometry from sensors at, above, or below the water's
surface. To facilitate payload acquisition, the marine handling
craft may be steered or "flown" by Clients, or autonomously by the
marine handling craft server, as a function of processed sensor
data. This craft is capable of interfacing with the helm of the
mother vessel and, if required, for a payload of significance, it
can control the helm (subject to human override) to facilitate
recovery of an object of interest. In some embodiments, the craft's
steering, shift and speed control may be mechanical, with a wheel
and levers.
[0087] The uppermost structural components of the marine handling
craft can serve as: sensor mounting locations; spray nozzle
locations; and gyroscope 37 mounting, as well as to support a
lifting and locking device. The lifting and locking device can be
coupled and uncoupled, and is mechanically or autonomously
adjustable for center of gravity (COG) and to maximize efficiency
of towed operations in tethered mode.
[0088] The marine handling craft, when tethered or untethered can
use dedicated computer software to optimize the payload
acquisition, transfer, and unloading process. The optimization
process is one of damping and orientation, where the spatial
variability between marine handling craft and payload is minimized.
Example factors affecting the orientation between a mother, marine
handling craft, and payload are sea state, wind, and their relative
motions as a primary function of their different sizes and
masses.
[0089] Sensors for the relative position between the marine
handling craft and vessel. would "look" at one or more axes. If the
Mother is turning, it is desirable for the marine handling craft to
turn at the same rate. "Heel" or roll may also need to be
considered. Positioning sensors on board the marine handling craft
supply data to the marine handling craft, functioning as a server,
which distributes data to clients to facilitate the mating process.
Positioning sensors include, but are not limited to, optical (video
cameras), lasers, acoustic send/receive, and electromagnetic
devices, e.g. radio direction finders, GPS antennas,
magnetometers.
[0090] Level sensors are may be used by the marine handling craft
and/or client to reduce strain on the mechanical lifting device.
Strain sensors in the marine handling craft provide feedback to
clients, prior to lifting. Sensors can also determine fore and aft
weight distribution, rotation and weight, where a strain sensor
serves as a scale.
[0091] The craft incorporates a variety of physical configuration
and sensor/software security features can be incorporated to
facilitate or repel docking or unauthorized boarding, which may be
manually or computer-operated. Sensors for verifying the integrity
of the payload or cargo can be included on the marine handling
craft 2 and these sensors can be networked in the same manner as
the control sensors. Conventional radiation, chemical, biological,
X-ray backscatter, and neutron activation sensors can be
incorporated and networked on the marine handling craft.
[0092] More complex versions of the marine handling craft integrate
propulsion; remote and/or on-board steering; sensors; computer;
gyroscopic stabilization for tag line elimination; trim tanks; fuel
tanks; umbilical for, e.g. data, fuel and power, inspection
devices, e.g. chemical sniffers, X ray devices, video cameras; data
transfer devices, such as RFID tags; multi-function dive planes;
registration targets and beams, such as reflectors (radar, light),
lasers, sonars, etc.; mechanical "hard" coupling between the marine
handling craft and a crane; locking and securing mechanisms,
including both payload to marine handling craft and marine handling
craft to crane; wake deflectors to assist registration; turbulence
to smooth the water's surface;
[0093] wheels and/or skids for ramp, beach and bank launch; GPS
navigation; and custom software.
[0094] In advanced embodiments, the registration process will be
computer controlled. Students of Chaos Theory might argue that it
would be impossible to resolve this process by software. One might
conclude that deconvoluting/projecting three chaotic, irregular
helixes to a single point would require a supercomputer and
constant re-calculation as new wind and water conditions are
encountered. As a practical matter however, the general envelopes
of mother ship, the marine handling craft and the auxiliary vessel
to be recovered can be easily calculated and projected as a
function of averaging.
[0095] As the auxiliary vessel to be recovered approaches the
effective physical 30 forcing area, a combination of the marine
handling craft's physical shape, plus its wake can facilitate
mating.
[0096] The marine handling craft is designed to be multi-purpose
and modular to incorporate "bolt-on" devices. It has other uses
such as: debris collection; fueling station; work platform; towing;
sample collection. Sensors for hydrographics, acoustic, turbidity,
salinity, pH, spectroscopy, and fuel transfer and storage could
also be employed.
[0097] The marine handling craft can incorporate a computer and
supplemental software that is capable of predicting conditions
expected to be encountered to shorten mechanical response time and
facilitate maneuvers. This supplemental software may be anywhere in
a distributed computing network, e.g. on board the handling craft,
on a mother-ship or a shore computer, which communicates vie
telemetry.
[0098] Umbilicals, which supply power overboard from a mother, are
expensive and problematic. They are not desirable where there are
other options. The simplest marine handling craft would be a
consumer product, and un-powered. In some cases it may not be
hauled aboard a mother. It might be used as a towed storage system
for an auxiliary vessel, such as a personal watercraft, where the
mother wasn't large enough to carry a personal watercraft on board,
like a motor home tows a small vehicle.
[0099] Embodiments of the marine handling craft can, however,
include a drive system for propulsion and steering or operating in
a tethered mode through the water. When operating independently or
when stabilizing, this craft can be operated in a fixed or tethered
mode from a boom. In most cases, marine handling craft use will be
of short duration, like a unmanned surface vehicle recovery or a
quick trip to shore and back to a mother. The marine handling craft
can then be powered by using electric power and batteries contained
in the marine handling craft. The advantages of electric operation
are: simplicity, cost and reliability. In this case, the batteries
would be recharged via the mother's electrical system when not in
use, obviating an umbilical. Of course, self generation of power
options, such as solar panels could be useful in more sophisticated
embodiments
[0100] Thrust on board the typical mother ship will be substantial.
Electric motors on the marine handling craft, which consume power
when turning propellers, can become generators when they are turned
during the towing process. This process can provide power both to
the marine handling craft and the payload. For many applications,
this could be very significant. This process keeps a unmanned
surface vehicle for example, electrically isolated from a mother
and keeps batteries charged and supplies power to keep systems
including computers, lights, telemetry operating to ensure that the
towed vessels are ready to be deployed very quickly.
[0101] Electric power can be supplied topside supplied via
umbilical between the mother ship and the marine handling craft.
Electrical power supplied in this manner should be necessary only
under special circumstances.
[0102] The marine handling craft according to this invention is not
limited to the specific representative configurations depicted
herein. For instance the stern-loading configurations depicted
herein can be replaced by bow-loading, double-end loading, or
side-loading configurations.
[0103] The marine handling craft can also be used for other
purposes. The craft can be used to guide, trap and retrieve or
deploy small vessels or materials or personnel. A net of varying
mesh sizes and gauges can be suspended in the area between the
pontoons and/or between the superstructure and pontoons. The
varying mesh sizes and gauges are adjusted according to the
intended application (a "classifying" function). Applications may
be as diverse as recovering a man overboard, catching fish,
scooping floating and submerged debris, lagan, flotsam and jetsam.
The handling system is "fair" in the sense that it can ride over
large debris and does not present surfaces that snag objects. The
net is potentially sacrificial, and will part from the marine
handling craft if desired capacities are exceeded.
[0104] Wing shaped finned control surfaces can extend at right
angles between the two spaced pontoons and are configurable to flat
for walking on by personnel or serve as dive planes and
flushing/repelling mechanism, as shown in FIGS. 11 A-E. The fins 64
overlap slightly, like a Venetian blind and rotate slightly less
than 360 degrees. The primary functions of the fins are to support
payloads [e.g. a standing surface for personnel, and to serve as
control surfaces:
[0105] For a basic embodiment, the simplest application might be
launching and recovering a personal water craft, such as a jet ski,
from a yacht, where the water is calm and the yacht is stopped. An
example is shown in FIGS. 13A-13C. The personal water craft
operator drives into the marine handling craft, locks the device,
and is lifted aboard by a conventional davit. If required, the
personal water craft operator can adjust the CG with his own body
as required.
[0106] In addition to transporting payloads, such as cargo, or
autonomous auxiliary vessels, the marine handing craft can also be
used to recover divers or swimmers as shown in FIG. 14. A net can
be suspended between the two pontoons, and a diver or divers can
enter or exit the marine handling craft on this net. A networked
control panel 55 can be located on the marine handling craft
permitting a diver to independently maneuver the marine handing
craft. As shown by the three water levels WL-1, WL-2 and WL-3 in
FIG. 14 the marine handling craft can operate in a floating,
submersible or semi-submersible state. Of course a marine handling
craft that can be maneuvered by a single occupant as shown in FIG.
14 will be smaller than a marine handling craft that can launch and
recover a 35-foot auxiliary cargo vessel. The catamaran
configuration with the overhead track permits such smaller craft to
be stacked as shown in FIG. 15. Multiple marine handling craft can
thus be stacked end to end for transport and storage. The net used
in the configuration of FIG. 14 can be removed when these marine
handling craft are stacked in this manner.
[0107] The control panel 55 shown in FIG. 16 permits the operator
to steer and maneuver the marine handling craft in any direction,
as well as to adjust the trim to permit submersible or
semi-submersible operation. Data can be transmitted to the operator
from sensors and transducers located on the marine handling craft
as well as from other vessels networked to the marine handling
craft. Representative sensors and transducers that can be mounted
on the marine handling craft as shown in FIG. 17. The sensor array
56 mounted on the overhead track, the side struts as well as on the
pontoons to surround the compartment in which an auxiliary vessel
will be received as especially suited for inspection of the
auxiliary vessel and its payload or of any articles that may be
picked up by this craft. These sensors forming the array 56 need
not all be the same type of sensor so that different environmental
conditions or threats may be monitored. Representative examples of
sensors that can be included in the array 56 include conventional
radiation, chemical, biological, X-ray backscatter, and neutron
activation sensors. Cameras 60 may also be mounted at various
locations on the marine handling craft to visually monitor the
contents of the marine handling craft. Equipment that can be used
to neutralize potential threats, whether detected by the sensor
array 56 or not, can also be mounted on the marine handling craft
and are represented by sprayer units 61 disposed at strategic
locations on the marine handling craft. These sensors and
transducers and threat aversion equipment can be networked to an
onboard computer 54 that is also networked to the primary platform,
such as the computer 54A shown on the mother ship in FIG. 9, as
well as to auxiliary vessels. The networked computer 54 can also
serve to maneuver the marine handling craft since it is in
communication with control surfaces 34 and propulsive systems 30
shown in FIG. 3 as well as trim and ballast tanks 53.
[0108] FIGS. 18 and 19 show one manner in which a marine handling
craft can be employed with subsurface payloads other than auxiliary
vessels. A cable reel 58 can be mounted on the marine handling
craft between the two pontoons and a cable 59 can be deployed from
the rear of the marine handling craft. This cable can be deployed
to transfer or retrieve a payload attached at the end of the cable
59. A hoist 62 can also be mounted on the upper track of the marine
handling craft to vertically deploy payloads to and from a
subsurface platform, such as a submarine, or a subsurface
structure, which could be part of an offshore oil platform. This
configuration is merely representative of one of the many ways in
which this marine handling craft can be employed.
[0109] FIG. 20 shows another example of a marine handling craft
having robotic arms positioned on the craft 2 to manipulate
payloads 5 carried, recovered or deployed by the marine handling
craft 2.
[0110] This invention does not incorporate individual components
that would require new materials or techniques beyond what is
commercially-available. The craft is implementable now. The
invention is open architecture oriented for computers, telemetry
and software and can use standard fittings and modular, regularly
spaced, redundant connector/fasteners. This invention is
intentionally designed to receive third party enhancements, which
would allow for upgrades, improvements, rapid repairs,
web-connectivity, physical or computer-controlled rapid
reconfiguration and obviating obsolescence. This craft incorporates
modular connectors, modular open-architecture hardware and software
and modular enclosures to accommodate a variety of hardware and
software devices, whether proprietary or non-proprietary. This
craft is also capable of incorporating third party analytical
equipment into hermetically sealed modules and communication with
wireless, hard, optical or other links to remote data bases for the
purposes of cross-referencing objects or persons of interest with
on-board sensor results.
* * * * *